Automobile-frame.



PATENTED NOV. 13, 1906.

A. B. MORSE.

AUTOMOBILE FRAME.

APPLICATION FILED MAY 7, 1906.

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A. B. MORSE. AUTOMOBILE FRAME.

APPLICATION FILED MAY 7, 1906.

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ALFRED B. MORSE, OF SOUTH'EASTON, MASSACHUSETTS.

AUTOMOBILE-FRAME.

Specification of Letters Patent.

Patented Nov. 13, 1906.

Application filed May 7,190e. Serial No. 316,486-

To all whom it may concern Be it known that I, ALFRED B. MORSE, a citizen of theUnited States, residing at South Easton, in the county of Bristol and State of Massachusetts, have invented an Improvement inAutomobile-Frames, of which the folautomobile.

One of the most diflicult matters from a practical stand oint in building an automobile is to rovi e a frame of sufficient lightness capa le of enduring indefinitely the severe and continuous strain and vibration to which it is subjected in the rapid travel of the automobile and the constant working of the engine. The frame must .be light, and yet it must rigidly and unyieldingly'sucpport the heavy weig t of all the superpose mechanism and other parts of the car. The problem is still more complicated because of the extreme length of the ordinary vehicle of this class. The result is that it has been considered heretofore necessary to build the frame of sheet-steel plate cut'and bent to fit the various situations and parts, overlapping and riveted in various thicknesses and positions, thereby not only being expensive, but heavy and liable to loosen at the multitude of joints and also liable to spring or give at various critical points. 7

I have succeeded in eliminating all the above-mentioned objectionable features in the construction which constitutes my present. invention and which will be explained more at lengthl in the course of the following description, referring to the accom anying drawings, in which I have illustrate my invention.

In the drawings, Ei ure 1 is a perspective View of my improved rame. Figs. 2 and 3, taken to ether, represent in top plan one of the side earns of the frame. Figs. 4 and 5 are enlarged cross-sectional details taken, respectively, on the dotted lines y 'y, Fig. 2, and a: :c, Fig. 3'. Fig. 6 is a top plan view of the frame. Fig. 7 is a side elevation thereof; and Figs. 8 and 9 are sectional views, respectively, on the linesv v and w w, Fig. 6. I

My first ob'ect has been to eliminate as far ossible all plate metal, rivets, and joints to rovide a structure in which the parts mutual yembrace and support each other and provide the requisite strength without the riveted struts, plates, and other cumbrous constructions which have heretofore been considered necessary. Instead of steel I employ Parsons manganese bronze, which is practically non-crystallizing in its composition andhas eat tensile strength and practically never atigues.

shape and arrangement of parts which are shown in the drawings. I provide opposite side bars 1 2, having inwardly-projecting flanges 3, comparatively narrow at their ends 4 andthence extending slightly wider at 5 and having considerable width at 6 adjacent an intermediate bend or curve 7. The vertical flange 8 of the side bars is coextensive with the bent ends 9, as best shown in Figs l and 2, and thence extends in acomparatively thin web 10 to a point at 11 adjacent the spring-bearing 12- and rear brake-shaft bearin 13, where said flange 8 merges into a thicker web 14, which continues with considerable thickness, preferably uniform, beyond the widened portion 6 of the horizontal flanges 3 3 until it reaches; approximately,

the point 15 just beyond the spring-boss 16,

whence it continues as a narrow flangeweb 10, the same as at the opposite end of the side bar, the end spring-boss 17 being formed integrally with the vertical flange Sand-the horizontal flanges 3 3 as best shown in Fi s. 1, 3, and 7, thereby bindin and bracing t e same together to the best a vantage.

tween the side bars 1 2, in which the gussets I have found it possible to cast the frame of this metal in the 21 22 23 are preferably formed integrally with the frame, said cross-bars bein U- shaped in cross-section, as shown clear y in Figs. 7 and 8. The gussets 21 extend hOIlzontally and merge downwardly at 24, so as to lower the intermediate ortion of the crossrail 18, which is provide on its under side with integral steps 25. In line with these steps are cast strengthening-bosses 26, which ed by a heavy integral we extend out laterally, as clearl shown in Fig. 6, and connect the 1 per an lower horizontal flanges of the rai 18, and from these extend integrally outward and downward at 27 subframe-rails 28, which are united at their 0posite ends to the rails 19 in like manner, said rails being U-shaped in cross-section, as shown clearly in Fig, 9. The spring-boss 1'2 and rear brake-shaft bearin 18 are connect- 29, extending obliquely upwardly and forwardly, and" a similar integral web 30, extending obliquely upwardly and rearwardly from the boss 12. As I have located these strong resisting parts just beyond or within the end of the thick web portion 14 of the flange-8 and adjacent the inte ral gusset formation 22, where the intermediate cross-rail l9 joins and stren thens the side bars, the strains transmitter by the spring 31 are properly withstood. I have shown only one of said springs 31, as they constitute n0 portion of my invention, the solid neck portion '9 of the side bar being not only downwardly curved, but outwardly curved, as shown clearly in Fi s. 2, 6, and 7, and terminating in a bcss 32 ior supporting said springs. At their opposite ends the side bars are provided with similar rings 34, secured pivot-ally by links to the. csses 16. The bosses 16 extend integrally from the vertical flange 8 of the side rails and are 'connectedby vertical transverse webs '36 to the horizontal flanges '3 of said side rails. As a further strengthening means I have deflected the "lower'portionof the flange. 8 at '37,

where it merges into the ring-boss 12, as

shown clearly in Figs. '2 an 4. In the bar '2 I provide an'integral boss 38 for the changegear lever-shaft of the motor. At 39 I have provided holders for the fender-irons of the vehicle, and these, as Welles the holders for.

the springs and all the gussets, bearings, and other parts, as already mentioned, are cast integrally with the rest of the frame in the mostscomplete form of m invention.

In the steel construction previously employed, as already mentioned, it has been necessary to press the frame cold, and I have found that the straining of the metal at the corners has tended to crystallize and weaken the frame, and, moreover, on account of the bending or pressing it has been necessary to employ a steel low in carbon in order not to crack at the corners, and hence a steel could be used capable of withstanding only about fifty-fonr thousand pounds tensile strain, whereas I have succeeded in devising a construction of frame which is much lighter in weight and yet is very much stronger, being especially strong at the center beneath the dash or foot-room and inwhich the manganese bronze with a tensile strength eff-sixtyfive thousand to seventy five thousand pounds is used.

Having described my invention, what i side bars, each containing a vertioa saaeer claim as new, and desire to secure by Letters Patent, is-

1. An automobile-frame, having 0 osite l flange and horizo tal flanges and having at their opposite ends means for supporting the adjacent ends of springs, and adjacent said 0 posit-e ends spring-bosses for sustaining tl ie inner ends of said springs, the vertical flanges of said side bars having increased thickness in cross-section from a point at the rear of .the rear spring-boss to a point adjacent the front s ring-boss, all of said parts bcing'cast integra' 1y.

2. An antoino'bi'le-hrame, having 0 esite side bars, each containing a vertica "ange and horizontal flanges and having at'their opposite ends means for sup orting the ad jacent ends of s rings, and a jacent said op posite "ends spring-bosses iorsustaining the inner ends of said springs, the vertical flanges of said side bars having increased thickness in cross-section from a point at the rear of the rear'spiing-hoss to apoint-adjace'nt the front sprang-boss, and the said horizontal flanges of said side bars heing'relatively narrow at their apposite ends and widened in "termediate "said "ends between said springbosses, all 'ofzsaid parts b'ein' 'cast integrally.

3. An automobde-irarnefiiaving op osite side bars, each containing a vertical ange and horizontal edge flanges, said vertical flange increasing in thickness toward the intermediate length of said bar and having an intermediate bend or outward curve, and said horizontal edgeflanges being comparatively narrow excepting adjacent-said intermediate bend or outward carve, *where they are wider, having their narrow edge sloping at an angle to said intermediate bend.

4. An autorndbi-lesirame, havin op osi-te side bars, each containing a vertical flange and horizontal edge flanges, 'said vertical flangeincreasing in thickness toward the intermediate length of said bar and havingan intermediate "ocndor-outwardcnrve, and said horizontal edge flan as being comparatively I narrow excepting :adyacentsaid intermediate bender outward curve, where they are wider, having their narrow edge sloping at an angle to said intermediate bend, said vertical and horizontal flanges at the "rear ends of said side bars converging together into a solid "downwardly-curved iing-support '5. An automchile arne, having apposite side bars, each containing a vertical flange and horizontal edge flanges, said vertical flange increasing in thiclmess toward the intermediate ien'gth of said her and having an intermediate bend or outward curve, and said horizontal edge flanges-being comparatively narrcw'encepting adjacent said intermediate bend or outward enrve, where they are Wider, having their narrow ed e slopin at an angle to said Imteninediate bend, sai

. side bars and having similar .40 olpposite side bars, each containing a vertica ange vertical and horizontal flanges at the rear ends of said side bars converging together into a solid downwardly-curved spring-support, and at their forward ends converging together into an integral transverse springsupport.

6. An automobile-frame, having 01p osite sidebars, each containing a vertica flange and horizontal edge flanges, said vertical flange increasing in thickness toward the intermediate length of the side bar, opposite cross-rails adjacent the op osite ends of said side bars, cast integrally t erewith and having gussets cast integi'a ly with said horizonta edge flanges of the side bars, an intermediate cross-rail also cast integrally with'said y cast integral grussets, and longitudinally-depending ame-rails cast integrall with said intermediate cross-rail and the orward cross-rail.

7. An automobile-frame, having 0 osite side bars, each containing a vertical ange and horizontal edge flanges, said vertical flange increasing in thickness toward'the intermediate length of the side bars, q posite cross-rails U-sha ed in cross-section ad acent the opposite en s of said side bar, cast integrally therewith and having-gussets cast integrall with said horizontal edge flan es of the si e bars, an intermediate cross-m1 also cast integrally with said side bars and having similarly cast integral gussets and being U- shaped in cross-section, and longitudinallydepending snbframe-rails cast integrally with said intermediate cross-rail and the forward cross-rail, said subframe-rails at their opposite ends having lateral strengthening-bosses connecting integrally with the upper and lower flanges of said cross-rails.

8. An automobile-frame, having and horizontal edge flanges, said vertical subflange increasing in thickness toward the in- -cross-rails U-sha ed in cross-section a acent the opposite en s of said side bar, cast integrally therewith and having gussets cast integrally with said horizontal edge flanlgles of the side bars, an intermediate cross-ra also cast integrally with said side bars and having similarly cast integral gussets and being U- shaped in cross-sectiom'and longitudinallydepending subframe-rails cast integrally with said intermediate cross-rail and the forward cross-rail, said 'subframe-rails at their opposite ends having lateral strengthening-bosses connecting integrally with the 1 per and lower flanges of said cross-rails, sai side bars having integrally-cast spring-bosses ad'acent said thickened portion of said vertical ange, and integrally-cast bosses for the rear brakeshaft bearing, adjacent the rear spring-bosses and connected thereto by obliquely-extending integral webs.

9. An automobile-frame, having 0 osite side bars, each containing a vertlcal iiange and horizontal edge flanges, said vertical flange increasing in thickness toward the intermediate length of said bar, opposite crossrails adjacent the o posite ends of said side bars, having-integrai gussets extending diagonally of said side bars to cooperate with said edge flanges, an intermediate cross-rail havin similar ussets cooperating with said si e bars, an lon itudinally-depending subframe-rails exten in between said intermediate cross-rail and t e forward cross-rail.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ALFREDgB. MORSE.

Witnesses:

CHESTER T. BATES, Gno. H. MAXWELL. 

